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A headlining performance by Looming at Black Sheep Cafe in Springfield, IL on January 17, 2014. Openers included Meredosia, Bad Catman, Bookmobile, and The Flips.
Words cannot describe how good it felt to be shooting another show at Black Sheep after so long. It doesn't have the greatest lighting and the photo pit is nonexistent, but I just feel so at home there because that community of people is just incredible. They all support each other so much and it's amazing to be a part of that and to get to photograph it every so often. And then getting to be the guest photographer for Harm House's "Record of the Night" was absolutely awesome. Honestly, when I look back, I can't even begin to describe how thankful I am to the Black Sheep venue and community for everything they've done for me. This was my training ground when I was really getting started, and these are the people who took me in and accepted me without question and without reservation. That, and they put on some kick-ass shows =)
It may have taken 42 years, but the latest and, sadly, the last issue of DUCKWORK is out!
DUCKWORK was a short-lived newspaper “CREATED FOR THE PHILADELPHIA COLLEGE OF ART COMMUNITY” back in the early 1980s. It lasted a handful of issues until the school pulled the plug on the funding. It was more funny pages than news which was probably a factor in consigning the paper to its doom.
The recent, shocking collapse of The University of the Arts which used to be PCA prior to 1987 was the inspiration for this illustration. That event and my meager attempts at digging up the still mysterious reasons for the school’s failure has set me careening down memory lane revisiting times both good and bad. While I was ambivalent about attending PCA particularly my junior and senior years which were slogs, being part of DUCKWORK is among my fondest memories of that time. I remember seeing the cartoon ducks on the early issues of the paper and thought “those guys are ripping off Howard the Duck — they must like comics!”
I headed up to their tiny office on the 13th floor of what was Anderson Hall, and it was like finding my tribe — a group of comic book nerds and science fiction freaks who got one another. Unfortunately, it was not to last. The fun went out of art school when the axe fell on the paper and the Ducks dispersed for schoolwork and/or real life. Some of the main figures behind DUCKWORK dropped out of school or graduated to real life to make independent comics publishing history with Comico. I continued on with my education always hoping that the next semester would be better until finally I was awarded a degree.
In case you’re completely confused by the illustration, the unicorn kicking the anthropomorphic water fowl across Broad Street was the mascot of The University of the Arts. Yeah, they went with nonexistent, mythical creature favored by grade school girls as their mascot. Kind of fitting.
This is me and my mother doing one of the many things we like doing together, for ages, long before it was a thing. Winder bathing, no sauna, because I really dislike it, and only happening in Varberg, because it is actually the BestCoast.
You know, out on the Swedish west coast, where the wind’s got a salt-bitten whistle and the gulls complain like they’re owed back taxes, there’s a little custom my mother and I keep up with. A custom older than those granite cliffs, or at least old enough that nobody remembers who first said, ‘Let’s jump into the ocean the whole year round.’
We call it vinterbad. Winter bathing. Though “bathing” makes it sound gentle. But this… this is more like making a deal with the North Sea. A handshake so cold it burns in the most pleasant way. One of the best winter bath I’ve taken was last year before a snow storm, it was heavily windy, the waves were high as a kite, it was warmer in the water than on land and it was the first time I couldn’t feel my own skin. I was nonexistent. I loved it.
No hesitation, no rehearsal. Just a tumble into that steel-blue deep where the temperature hovers somewhere between “brisk” and “questionable life choices.” It wakes you up. It slows time down till you can hear your own heartbeat arguing with the cold and your breathing making it all work. It cleans you up from inside out. You leave all your problems, your fears, your negativity and let the gentle and understanding sea take care of it, and you.
I say it’s good for your existens. You know, I’ve always thought your essence doesn’t care how cold the water is, it just wants you to feel something.
And after the plunge, we stand there like Buddha under the Bodhi tree, sipping coffee that tastes like it was brewed in heaven by a god with cold fingers. We laugh. We shiver. We smile. We talk about life. And for a moment, we are alive in the same bright way.
So that’s vinterbad, friends, this time the water temperature was still warm, 7 degrees, the best is to come… around zero, perhaps even with snow falling down to enjoy the ride.
Is good to jump in the big eternal beautiful and savage sea to remember how warm the other side can be.
/stay sane, your always hedonistic Loana Ibarra
Mendon Ponds Park is owned and very poorly maintained by the County of Monroe, NY.
Unfortunately, this extraordinary property is rapidly deteriorating due to an egregious lack of care. Trails are not cleared of debris... signs are useless. Park maintenance is essentially nonexistent. They do have a marketing department. Seriously, the taxpayers are paying the salaries of a county parks marketing department.
Email Mendon Ponds Park complaints to: countyexecutive@monroecounty.gov
We passed through a practically nonexistent crossroads town called Chivington, population questionable. Chivington was founded as a railroad town along the route of the Missouri Pacific Railroad, but it never really took off, and the Dust Bowl killed it. There's one house here where it looks like somebody might live, and a bunch of abandoned buildings. Somebody was kind enough to make any potential trick-or-treaters feel welcome.
Until five minutes ago, the story of the Nine Inch Nails Christmas Album (Cover Artwork) was part of the Melanie Apocrypha, but now I can show you and you will know it was thus: When I was fifteen-ish, I made a very lo-fi cover for the (then-and-as-yet) nonexistent NIN Christmas album, Closer To Christmas. I...don't know why I did stuff like this. Or, for that matter, why I continue to do similar stuff now. It's kind of funny--or heart-crushingly sad--that my Sense of What's Moderately Amusing hasn't changed very much in the past decade.
Materials: construction paper, Sharpie (fine-tipped), colored pencil, cardstock, picture of Trent Reznor clipped from the BMG Music catalog.
Tracklisting:
1. we three pigs
2. little drummer pig
3. head like tinsel
4. closer to christmas
5. deck the halls of hell
6. jingle bells (duet with frank sinatra)
7. yule
8. eggnog
9. the 12 sins of christmas
10. kinda i want to sleighride
11. fruitcake in slavery
Mendon Ponds Park is owned and very poorly maintained by the County of Monroe, NY.
Unfortunately, this extraordinary property is rapidly deteriorating due to an egregious lack of care. Trails are not cleared of debris... signs are useless. Park maintenance is essentially nonexistent. They do have a marketing department. Seriously, the taxpayers are paying the salaries of a county parks marketing department.
Email Mendon Ponds Park complaints to: countyexecutive@monroecounty.gov
Marketing Management with xclusiveoffer
Definition of market and marketing - Xclusiveoffer - Market refers to the group of consumers or organization that is interested in the product, has the resources to purchase the product and is permitted by law and other regulations to acquire the product.
Marketing: According to Chartered Institute of Marketing “ The management process responsible for identifying, anticipating and satisfying customer requirements profitable.
Social definition “ Marketing role is to deliver a higher standard of living”.
Marketing Management “ Marketing management sis a business discipline which is focused on the practical application of marketing techniques and the management of a firm’s marketing resources and activities.
xclusiveoffer - Importance of marketing
Marketing managers must take major decisions such as
1.What features to design into a new product
2.What prices to offer customers
3.Where to sell products
4.How much to spend on advertising or sales
Scope of Marketing with xclusiveoffer
To be a marketer, you need to understand
What marketing is
How it works
What is marketed
Who does the marketing
How it works
Four ways to obtain product
Exchange and Transactions
What is Marketed - Goods
Services
Events
Experiences
Persons
Places
Properties
Organizations
Information
Ideas
Who markets - Marketers and Prospects: A marketer is someone who seeks a response ( attention, a purchase, a vote, a donation) from another party, called the prospect.
If two parties are seeking to sell something to each other, we call them both marketers.
Marketers are responsible for demand management.
Marketing managers seek to influence the level, timing, and composition of demand to meet the organization's objectives.
Eight demand states are possible
1.Negative demand: dislike the product
2.Nonexistent demand: unaware and uninterested
3.Latent demand: strong need that cannot be satisfied by an existing product.
4.Declining demand: consumer begin to buy the product less frequently or not at all
5.5. Irregular demand: Vary on a seasonal, monthly, weekly, daily, or even hourly basis.
6.6. Full demand: adequately buying all products put into the marketplace.
7.7.Overfull demand: More consumers would like to buy the product
8.8.Unwholesome demand: Products that have undesirable social consequences.
9.Traditionally “ market is a physical place where buyers and sellers gathered to buy and sell goods.
10.Economists describe a market as a collection of buyers and seller who transact over a particular product or product class.
11.Five basic markets:
12.1. Manufacturers markets
13.2. Resource markets
14.3. Intermediary markets
15.4. Consumer markets
16.5. Government markets
Company orientation toward the Marketplace - The Production Concept: consumers will prefer products that are widely available and inexpensive
The Product Concept: consumers will favor those products that offer the better quality, [performance or innovative features.
The selling Concept: is practiced most aggressively with unsought goods, goods that buyers normally do not think of buying.
The Marketing Concept: instead of a product-centered “ make and sell” philosophy, business shifted to a customer centered “ sense and respond” philosophy.
the job is not to find the right customers for your products, but the right products for your customers.
Company orientation toward the Marketplace
The Holistic Marketing Concept: is based on the development , design, and implementation of marketing programs, processes, and activities that recognizes their breadth and interdependencies.
Four components of holistic marketing are
1.Relationship marketing
2.Integrated marketing
3.Internal marketing
4.Social responsibility marketing
components of holistic marketing - Relationship marketing: has aim of building mutually satisfying long-term relationships with key parties- customers, suppliers, distributors, and other marketing partners in order to earn and retain their business.
The ultimate outcome of relationship marketing is the building of a unique company asset called a marketing network.
Marketing Network consists of the company and its supporting stakeholders with whom it has built mutually profitable business relationships.
Integrated Marketing: is a strategy to unifying different marketing methods such as mass marketing, one-to-one marketing, and direct marketing. Its objective is to complement and reinforce the market impact of each method, and to employ the market data generated by these efforts in product development, pricing, distribution, customer service, etc.
Four Ps Four Cs
Product Customer solution
Price Customer cost
Place Convenience
Promotion Communication
components of holistic marketing
Internal Marketing: ensure that everyone is the organization hold and carry appropriate marketing principles, especially senior management
Internal marketing is the task of hiring, training, and motivating able employees who want to serve customers well.
Internal marketing must take place on two levels:
1.The various marketing functions- sales force, advertising, customer service, product mgt etc.
2.Marketing must be hold and carry by the other departments also. They must also think customer.
Social responsibility marketing - It holds that the organization’s task is to determine the needs, wants and interests of target markets and to deliver the desired satisfactions more effectively and efficiently than competitor s in a way that preserves or enhances the consumer’s and the society’s well-being.
Fundamental Marketing Concepts
Core concepts
Needs: water, clothing, education
Wants: burger, French fries soft drink
Demands: Mercedes
Residents stretch their hands to receive clothes in Cabaret, Haiti, Wednesday, Sept. 10, 2008. Four tropical storms in less than a month have caused floods throughout Haiti, killing at least 300 people. Shipments of food and pledges of more poured in from around the world, but distribution of the emergency supplies was hampered by the impoverished country's chronic insecurity and the poor and often nonexistent network of roads and other infrastructure. (AP Photo/Ramon Espinosa).
Although the most acute judges of the witches and even the witches themselves, were convinced of the guilt of witchery, the guilt nevertheless was non-existent. It is thus with all guilt.
www.friendsquotes.com/friedrich-nietzsche-quote-nation-ci...
Trying to get close to the Mona Lisa in the Louvre was a lesson in frustration. Sure, there was a bar in front of her, and some kind of glass protecting the painting, but crowd control was nonexistent so it was every person for him/herself, with elbows flying and cameras in the face. No chance for quiet contemplation . . .
Originally built between 1793 and 1797 during the Second Spanish Period, this Spanish Colonial and Neoclassical-style cathedral is the fourth church to occupy a prominent position at the heart of the city of St. Augustine. The original church, built of flammable materials, stood from 1565 until 1586, when it was burned during an attack by English Privateer Sir Francis Drake. Not even a year later, the church was rebuilt of palm logs, with a straw roof, which succumbed to fire in 1599. In 1605, thanks to a tithe from Spain, a timber church was constructed, which stood until a failed English attack on the city in 1702 by James Moore, then-governor of Carolina colony. There were attempts to rebuild the church during the First Spanish Period, starting in 1707, but these went nowhere, and the money intended for the church’s reconstruction were misallocated by corrupt officials. Instead, during the remainder of the First Spanish Period, mass was held in the St. Augustine Hospital. Following the transfer of governance of Florida to the British in 1763, the need for a new Catholic church was nonexistent, as the catholic population of the colony fled to other Spanish colonies. At the start of the Second Spanish Period in 1784, the need for a new church became more apparent, and work on the current cathedral’s Coquina stone walls began in 1793. The facade of the church features Neoclassical elements around the front doorway, with the Spanish Colonial style being employed on the roofline and limited fenestration on the front facade. The church stood in its original configuration until a fire in 1887 destroyed the timber roof structure and did major damage to the interior. Following the fire, Henry Flagler led the effort to have the cathedral rebuilt, with James Renwick, Jr. designing an expansion of the old building, giving it a rectangular cruciform layout, and adding the Spanish Renaissance-style bell tower and European-style transept to the building. The interior was rebuilt to feature exposed decorative timbers that supported the roof structure, and a decorative polychromatic tile floor. The building has since received a few more additions, which house a chapel, service areas, and offices, as well as a building to the rear of the cathedral along Treasury Street, built in the Mediterranean Revival style, which houses the offices of the Diocese of St. Augustine. Today, the cathedral remains a prominent landmark in the city, and was listed on the National Register of Historic Places and listed as a National Historic Landmark as part of the St. Augustine Town Plan Historic District in 1970.
In my fantasies, my garden grows petite wanderlings and every day i can pick a new one, LOL.
That being said, these flowers are not from my (nonexistent) garden. A lovely friend brought them over :D
I see you
Head bowed in rain
Home from a nonexistent job
Worth money you don’t earn
Alone and
Hating what you are;
An anachronism.
Ironic concrete structures
Highlight your prehistoric status
Neanderthal gait
Betrays your roots.
Passing road signs you can’t read.
Urban hieroglyphs
The article “Immediacy, Hypermediacy, and Remediation” The digital medium wants to erase itself, so that the viewer stands in the same relationship to the content as she would if she were confronting the original medium” (pg. 45). Much like film, video games attempt to maximize the size of their screening by pushing for higher quality. As televisions are being designed to with stand higher resolution and with thinner borders, video games are taking advantage by borrowing content from film. When films are displayed in theater the lights are turned off, the sound is vibrate, and the borders surrounding the film are nonexistent. The tactic of the presenting medium is used to close off the surrounding world. Film wants to be seen and only seen as to eliminate the surrounding borders the medium on which film is present form. Film captures the attention of the viewer as to distract from the surrounding area. Video games are borrowing from film as to keep the viewer to solely focus on the video game. The picture provided shows Gabe Newell enthralled by the video game while paying no attention to his surrounding area. While the sun is out as shown through the window blinds, Newell in the picture has no clue of the sunlight; the size of the television captures his entire sight. The borders of the television are slick and thin enough so he can fully focus on his video game.
Well I did not know what to write about on this picture and I did not feel like leaving a "no comments", so I am going to teach you an English phrase which I found on the internet including the words rocking horse. The phrase says: "rare as rocking horse shit", a metaphor for something exceedingly rare or more likely, nonexistent.
Mendon Ponds Park is owned and very poorly maintained by the County of Monroe, NY.
Unfortunately, this extraordinary property is rapidly deteriorating due to an egregious lack of care. Trails are not cleared of debris... signs are useless. Park maintenance is essentially nonexistent. They do have a marketing department. Seriously, the taxpayers are paying the salaries of a county parks marketing department.
Email Mendon Ponds Park complaints to: countyexecutive@monroecounty.gov
United Houma Nation Relief Center
4400 LA Hwy 1
Raceland, Louisiana
Lafourche Parish
The United Houma Nation (UHN) is a state recognized tribe of approximately 17,000 tribal citizens residing within a six-parish service area encompassing 4,570 square miles. The six parishes, Terrebonne, Lafourche, Jefferson, St. Mary, St. Bernard and Plaquemines parishes are located along the southeastern coast of Louisiana. Within this area, distinct tribal communities are situated among the interwoven bayous and canals where Houmas traditionally earned a living. Although by land and road these communities are distant, they were historically very close by water. However, boat travel is no longer a viable option due to the effects of coastal erosion, which has left these waterways either nonexistent or impassable and often treacherous.
Oil and the Houma Nation in History:
Oil from Macando and it's impact on the Houma Nation:
Christmas is usually my favorite time of the year, but this year it seems to bringing me down. The economy sucks so badly right now that me and a couple of my sons have been unable to find a job, my husband has all of the pressure on his shoulders of getting all of our bills paid and Christmas is looking pretty bleak, if not nonexistent right now. I wish that I could find something so that I could help relieve some of the pressure off of my husband's shoulders. :(
To top it all off, we have been talking about moving back to NY, which would be soooo great. I miss my family so much and Christmases there in NY just seemed to be better even when work was slow. These are the thoughts that have been going through my head non-stop lately. I almost didn't even put up our tree, but a couple of days ago, I decided to put it up..if nothing more than to lift our spirits some.
Pequaming, Michigan
Originally home to Chippewa tribes, the site was named for "Pequa quaming," a narrow neck of land almost surrounded by water. The point at Pequaming is in the shape of a bear; the head is called Picnic Point; the tail at the lumberyard, the legs are the two sand beaches, and the back is the shore line.
In 1877, Charles Hebard and H.C. Thurber purchased a large tract of land on Keweenaw Point, favored especially for its deep, protected harbor and easy access to timber. The mill began its operations with a capital of $200,000, with stock owned mostly by the Hebard and Thurber families. The mill site was initially leased from David King, chief of the local Chippewa tribe, and then purchased from his heirs after his death. The company purchased the town site from Mrs. Eliza Bennett in 1877.
The mill operated under the name of Hebard and Thurber until the partnership was dissolved; Herber became sole proprietor and renamed his company Charles Hebard and Sons.
At its peak, the company employed a force of two hundred men in the mill, and three hundred in the surrounding woods, and had a stumpage of 100,000 acres (400 km²) of timber lands in Marquette, Baraga, Houghton, and Keweenaw counties. The company owned the buildings and surrounding land, but was known as the "lumberman's utopia" because rent and water were free, and wood could be obtained from the mill for a very small sum per load. The town included the mill, a company store, offices, boarding houses, hotel, livery stable, bath houses, churches, schools, parks, a band and orchestra, ice rink, and over 100 houses.
The Pequaming mill was the first large-scale lumbering and milling operation in the Lake Superior region, and in the years between 1880 and 1900, the mill cut an average of over 30,000,000 board feet (70,000 m3), 25,000,000 board feet (59,000 m3) in boards and 7,000,000 board feet (20,000 m3) in lath). When officials realized the white pine supply was nearly exhausted, they switched to hemlock and cedar. The pine was made into 1x4 lumber, the cedar into shingles, and hemlock into lath; other products included rail ties and hemlock bark for tanneries. For shipment, the products were loaded into box cars, which were placed onto scows and towed across the bay to Baraga, and then shipped by rail to their destinations. The original sawmill operated until 1887, when it burned in a fire of unknown origins, and was replaced by a larger mill within 60 days.
When Charles Hebard died in 1904, his sons Daniel and Charles inherited the company and continued operations. "The Bungalow" was constructed in 1913.
In 1923, the Hebards were approached by Ford Motor Company, who wanted to purchase their timber stands only. Mindful of Pequaming's future, the Hebards convinced Ford to purchase the mill and surrounding town as well, and entered into secret negotiations with the hope of completing the sale before operations began. On September 8, 1923, Ford Motor Company purchased the mill and surrounding town for the sum of $2,850,000; the purchase included the double band sawmill, lath and shingle mills, 40,000 acres (160 km²) of timber land, 30,000,000 board feet (70,000 m3) of lumber, 3,000,000 board feet (7,000 m3) of cut logs, the town land and buildings, the railroad, and towing and water equipment.
Renovations on the mill began, and entailed removing the lath and shingle mills, altering the eastern face, dismantling the old burner, and adding a new powerhouse on the west side that housed a 1,000 horsepower (750 kW) triple expansion marine engine from a World War I Liberty boat. After repair and refitting, the sawmill reopened on September 24, with a work force that received $5 per day for an eight-hour shift instead of the previous $3.50 for a longer day.
By the end of February 1925, Ford had connected the Hebard railroad to the Ford railroad in L'Anse, allowing each plant to specialize in one type of wood. Lumber from the Pequaming mill was generally shipped by water to plants in Dearborn, Edgewater, and Chester, mostly in the form of crating lumber. The better grades of lumber were sent by rail to Iron Mountain for use in the auto manufacturing plants. During its peak, the sawmill provided flooring for floorboards, truck boxes, and wood panels for station wagons.
By 1933, car sales has decreased enough, due to the Great Depression, that the demand for lumber was nearly nonexistent. As the mill was idled during that period, Henry Ford created other work for residents by establishing a cooperative farm east of town. As an additional measure, the company store adjusted its food prices and donated clothing and shoes to employees and their families. Ford also used the town as a model for his theories on self-reliance and education; he established a vocational school in his summer home (to be used during the school year), and also opened four one-room elementary and intermediate schools in September 1935. In 1937, the company built a high school, which contained state-of-the-art home economics food and clothing labs and a library, as well as the first fluorescent lights in a Michigan school.
In 1935, the company decided to ship its products by truck, and instituted "just in time" shipping for its logging operations. After the United States entered in World War II, the company's ships were diverted, which resulted in the lumber being trucked to L'Anse and then shipped by rail. However, a shortage of truck tires and increased shipping costs prompted the company to close the mill on October 9, 1942, with the last logs sawed on October 28. Many employees were offered jobs in L'Anse, and the town was eventually abandoned.
Early buildings still in existence today include the water tower, the company store, Henry Ford's summer home and guest house (the "Bungalow"), several houses, and the ruins of the sawmill powerhouse. Today the area boasts many new homes and summer residences.
A post office operated here from May 17, 1880, until January 31, 1944.
en.wikipedia.org/wiki/Pequaming,_Michigan
This is a part of Overnight Photo Trip September 2008.
Refugee children in Mangaize camp in Niger. Education activities in Mangaize are nonexistent, though some 80 children are walking the two to three kilometers to the nearest village to attend the local school. Still, most of the ~1,500 children have not attended school since February 2012.
This Stromberg WA3-219 ("Mode
This Stromberg WA3-219 (Model W) carburetor was original equipment, as a production option to the Carter BBS and Holley 1920, on 1963 (only) Dodge and Plymouth B- and C-body cars (only) with 225 engine and automatic transmission (only). No variant of this carb was used on any other model or year. I have no idea why Chrysler would've spent what had to be a real whackload of money for tooling an
This Stromberg WA3-219 (Model W) carburetor was original equipment, as a production option to the Carter BBS and Holley 1920, on 1963 (only) Dodge and Plymouth B- and C-body cars (only) with 225 engine and automatic transmission (only). No variant of this carb was used on any other model or year. I have no idea why Chrysler would've spent what had to be a real whackload of money for tooling and production of such a low-volume carburetor. Was there a strike at Holley or Carter that reduced the supply of 1920s and BBSs...? One interesting tidbit: The WA3 has the largest venturi of any 1bbl used from the factory on a slant-6 engine.
I've tried a few of these over the years. Haven't made one run quite right. Kits and parts are almost nonexistent. But the casting and build qu
This Stromberg WA3-219 (Model W) carburetor was original equipment, as a production option to the Carter BBS and Holley 1920, on 1963 (only) Dodge and Plymouth B- and C-body cars (only) with 225 engine and automatic transmission (only). No variant of this carb was used on any other model or year. I have no idea why Chrysler would've spent what had to be a real whackload of money for tooling and production of such a low-volume carburetor. Was there a strike at Holley or Carter that reduced the supply of 1920s and BBSs...? One interesting tidbit: The WA3 has the largest venturi of any 1bbl used from the factory on a slant-6 engine.
I've tried a few of these over the years. Haven't made one run quite right. Kits and parts are almost nonexistent. But the casting and build quality are quite excellent, typical of Stromberg carburetors of the era.
Hand held picture of the almost full moon this evening.
Played with the contrast and cropped to give the moon a moody feel.
Missing my tripod, but hopefully will be here soon, light pollution here is almost nonexistent..great!
Best viewed on black (press L)
Ahead of service, from aboard the now-retired Queen of Vancovuer (her predecessor) for the now-nonexistent 6am sailing out of Tsawwassen Terminal near Vancouver.
The CARE/Crawley Building at the University of Cincinnati is an addition to the medical center and serves as a shared campus space for the Schools of Medicine, Pharmacy, and Nursing. The addition is connected to the existing building by a full height atrium, which is nearly entirely clad in glass and is fully laced by glassed bottomed bridges. Creating a space which is totally unique and allowing the main structure of the building to feel almost nonexistent.
During weekend trip to Kibuye from Kigali, Rwanda, I spent a lot of hours taking to Odario about life through my nonexistent French. We became fast friends because listening is all we could do.
Residents stretch their hands to receive clothes in Cabaret, Haiti, Wednesday, Sept. 10, 2008. Four tropical storms in less than a month have caused floods throughout Haiti, killing at least 300 people. Shipments of food and pledges of more poured in from around the world, but distribution of the emergency supplies was hampered by the impoverished country's chronic insecurity and the poor and often nonexistent network of roads and other infrastructure. (AP Photo/Ramon Espinosa).
“I think it is still pretty hard to be succinct and adequately describe the events of last year, especially since we are continuing to respond to COVID-19 right now in so many ways. For me personally, I can easily go back to the first 4-6 months of 2020, when we were just drinking from a fire hose. So many things were changing so rapidly, and I cannot express enough appreciation to the teams of people who put their heart and soul into doing whatever was necessary to support all of the critical response activities, changes in processes and policies, and rapid decision-making that included incredible ingenuity and innovation.
Although the Command Center team members were all experienced in emergency response, there was no playbook for COVID-19. We had to work in lockstep, meet quickly, and respond daily to enormous and rapid changes in processes and systems to protect our staff, patients, and the public. Often this was done multiple times daily, seven days per week. I was so thankful to be working with a team that was thoughtful and used constructive conflict resolution and problem-solving to make very solid decisions. It was deeply humbling and an incredible opportunity for learning so many valuable lessons in emergency response and leadership.
One area of intense emotion for me came very early in the pandemic, when it became apparent that our normal channels of PPE may be severely constrained – if not nonexistent – in a short amount of time. The knowledge that we may not be able to procure the supplies needed to protect our staff was something I never even considered possible. It was also frightening. However, through the intense devotion of so many individuals from the supply chain, infection prevention, clinical staff, and the UAB community, we have been able to bring in alternative supplies to meet the needs of our health care teams.
I want to emphasize the critical importance of the teamwork and the drive of so many UAB staff and employees who were completely selfless in their efforts to step out of their own job roles to take on whatever tasks were asked of them. This teamwork included the team that stood up a reprocessing system for our N95 respirators, as well as our local community, which donated funds and meals for our health care heroes and other in-kind gifts, so that we could continue to care for our patients and families. The list of actions and activities of kindness and support is endless, and the incredible thing is that it has not stopped to this day, as we continue to battle the pandemic and serve our community.”
this little stray managed to get IN through an open window. He however didn't get OUT again. Only problem was that
this little stray managed to get IN through an open window. He however didn't get OUT again. Only problem was that he quite apparently shit his nonexistent trousers. Bastard!
I let him out after taking a few shots ...
Mendon Ponds Park is owned and very poorly maintained by the County of Monroe, NY.
Unfortunately, this extraordinary property is rapidly deteriorating due to an egregious lack of care. Trails are not cleared of debris... signs are useless. Park maintenance is essentially nonexistent. They do have a marketing department. Seriously, the taxpayers are paying the salaries of a county parks marketing department.
Email Mendon Ponds Park complaints to: countyexecutive@monroecounty.gov
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.
The Mustang was originally designed to use the Allison V-1710 engine, which, in its earlier variants, had limited high-altitude performance. It was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). Production of the P-51B/C began at North American's Inglewood California plant in June 1943 and P-51s started to become available to the 8th and 9th Air Forces in the winter of 1943–1944. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustang's performance at altitudes above 15,000 ft, allowing the aircraft to compete with the Luftwaffe's fighters. Among the almost 4.000 Mustangs of this variant built a quarter was supplied under Lend-Lease to the RAF as the Mustang Mk III. The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed, two-stage-supercharged Merlin 66, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns.
The P-51 offered an excellent performance, but North American kept trying to improve, and developed a number of lightweight versions. The lightweight Mustangs had a new wing design and airfoils designed to give less drag than the previous NAA/NACA 45-100. In addition, the planform was a simple trapezoid, with no leading-edge extension at the root.
In 1943, North American submitted a proposal to redesign the P-51D as model NA-104, from an enquiry by the USAAF as to why British aircraft were lighter than American ones. NAA engineers had examined the various components and equipment fitted to Spitfires, and through thorough inspection of airframes and construction plans NAA found that British load factors were less than American ones, and working to the lower load factors helped the design team reduce structural weight wherever possible. Exploiting the structural potential and lightening or reducing other equipment, the NA-104’s revised design was in total some 1,600 lb (730 kg) lighter than the P-51D. Modifications to save weight and improve performance included a thinner laminar flow wing, streamlining changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes (necessitated by the thinner wings), a different canopy, and an armament of only four 0.5” Brownings, even though the ammunition supply was changed to 400 rounds per gun.
The lightweight NA-104 was powered by the new V-1650-9 engine, a redesigned "slimline" version of the Merlin 100-series. The engine’s design was modified to decrease frontal area to a minimum and was the first Merlin series to use down-draught induction systems. The coolant pump was moved from the bottom of the engine to the starboard side, and the engine featured a two-speed, two-stage supercharger and an S.U. injection carburetor. The V-1650-9 not only delivered an increased constant output of 1,380 hp (1,030 kW), it also featured a water-methanol injection that could temporarily boost the engine’s emergency power to 2,218 hp (1.655 kW). The exhaust arrangement was revised, too, exploiting the engine’s residual thrust to gain even more speed. An “uncuffed” three-blade Aeroproducts propeller unit with deeper blades was fitted, to better cope with the higher power output and the higher blade speeds
.
Unlike later lightweight Mustang versions/prototypes the NA-104‘s ventral radiator fairing remained the same shape and size, just as the main landing gear and its covers, both were, despite improved designs on the prototyoe workbench, retained to promote a quick production introduction. The former V-1650-7’s carburetor chin intake was relocated into the right wing’s root, and the cowling was modified and streamlined. The modified nose section was slightly longer than on previous Mustang versions, and to compensate for a resulting slight center of gravity shift forward the rear fuselage was slightly extended with a plug in the rear fuselage, just front of the tail surfaces, what increased the NA-104’s overall length by ~10 inch. As a side effect the longitudinal stability improved, so that the NA-104 did not require the stabilizing fin fillet that had been introduced on the P-51D and some late production P-51B/Cs, too.
In test flights, the NA-104, with optimized fuel load and a highly polished finish, achieved 491 mph (790 km/h) at 21,000 ft (6,400 m). In September 1944 the NA-104 was accepted by the USAAF as a high-performance interceptor under the designation P-51E. 500 aircraft were ordered, primarily for operations in Europe, specifically for the 8th and 9th Air Force, to protect the Allied airfields in Great Britain and as long-range escort fighters for Allied bomber raids against Germany. An option for 1.000 more was signed, too, to be delivered from August 1945.
The first P-51Es arrived in Great Britain in January 1945. However, large-scale combat between 8th Fighter Command and the Luftwaffe interceptor force had become virtually nonexistent after 28 May 1944 but, in August, contact had been made for the first time with both rocket-propelled and jet-propelled interceptors. While themselves a harbinger of a tactical change by the Luftwaffe, the contacts also indicated that the Germans were husbanding their fighter aircraft for sporadic reaction against Allied bomber attacks.
Operational tasks for the USAAFs P-51Es included the support of bomber attacks against German ground transportation during the Allied counter-offensive in the Ardennes in early 1945, strafing ground targets daily. However, on 14 January, strategic bombing resumed with attacks on oil installations near Berlin, and Mustangs were frequently tasked with protecting B-17s, employing a variation of the escort tactic called the "Zemke Fan", designed to lure in interceptors.
The Luftwaffe’s Jagdverbände, severely depleted, turned to jet interceptions beginning 9 February 1945 in an attempt to stop the onslaught of Allied heavy bombers. The Allies countered by flying combat air patrol missions over German airfields, intercepting Me 262s and Ar 234s as they took off and landed, the moment when these fast aircraft were most vulnerable. The tactic resulted in increasing numbers of jets shot down and controlled the dangerous situation, particularly as the amount of German-controlled territory shrank daily.
Another threat was the V-1 flying bomb attacks that had begun in mid-June 1944. The only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but by that time fewer than 30 Tempests were available, assigned to No. 150 Wing RAF. Early attempts to intercept and destroy V-1s often failed, but improved techniques soon emerged. These included using the airflow over an interceptor's wing to raise one wing of the V-1, by sliding the wingtip to within 6 in (15 cm) of the lower surface of the V-1's wing. If properly executed, this maneuver would tip the V-1's wing up, over-riding the gyro and sending the V-1 into an out-of-control dive. At least sixteen V-1s were destroyed this way, the first by a P-51 piloted by Major R. E. Turner of 356th Fighter Squadron on 18 June 1944. Once available, the USAAF’s P-51Es were frequently assigned to V-1 interception duties over the Channel and the southern coast of England, alleviating RAF units.
However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.
General characteristics:
Crew: 1
Length: 33 ft 3 in (10,15 m)
Wingspan: 37 ft 0 in (11,28 m)
Height: 13 ft 4½ in (4,08 m)
Wing area: 234 sq ft (21,81 m²)
Airfoil: NACA 66(2)-215
Empty weight: 5,792 lb (2.630 kg)
Loaded weight: 7,268 lb (3.300 kg)
Max. take-off weight: 9,559 lb (4.340 kg)
Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)
Powerplant:
1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,
delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,
driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with
a 11 ft 2 in (3.40 m) diameter
Performance:
Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)
Cruise speed: 362 mph (315 kn, 580 km/h)
Stall speed: 100 mph (87 kn, 160 km/h)
Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks
Service ceiling: 41,900 ft (12,800 m)
Rate of climb: 3,200 ft/min (16.3 m/s)
Wing loading: 39 lb/sqft (192 kg/m²)
Power/mass: 0.18 hp/lb (300 W/kg)
Lift-to-drag ratio: 14.6
Recommended Mach limit 0.8
Armament:
4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG
A pair of underwing hardpoints for a pair of drop tanks
or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber
The kit and its assembly:
A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.
For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.
For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).
The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.
Painting and markings:
I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.
To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.
The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.
Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.
The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.
A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D
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The pictures are of the Alabama Disaster Communications Unit (COMU). The unit is made of equipment and trained state certified personal that provide on scene communications for first responders. The team sets up and manages temporary communications infrastructure to augment existing communications infrastructure or add nonexistent communications infrastructure for the response to a disaster or pre-planned event in Alabama. The COMU consists of over 30 state certified Communications Unit Leaders (COML) Communications Technicians (COMT) and Tactical Dispatchers made up of State ,County and municipal communication professionals. As well as several communications vehicles , tower trailers, and radio cache’s that are prepositioned throughout Alabama known as the Alabama Strategic Technology Reserve (STR)
As the sun was coming up and I prepared to board the nonexistent 8 am transport to work, I caught a glimpse of the pad area through the morning haze that had yet to be burned off by the rising sun.
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Only at this one point,that of the fire or Severity within God,is there any mention of an exterior outburst of power,Tokpa de-Dina.This is no doubt connected to characteristic Zoharic notions of the Godhead as an organism.In numerous passages and in the most divers images,evil is conceived of as a product of seperation and excretion,facilitating the maintenance of the organism in its original structure.The fire of divine severity melts and refines the power of judgment,known as the sacred gold;however,the dross is externalized,becoming the "shells" (kelippoth) in which the holy is either nonexistent,or present only as a spark,concealed and glowing within the dross.In the language of the Zohar,this is the Sitra Ahra,the "Other Side",which is the opposite of the holy and schemes to seize it and draw it over to its own side.Thus,both the nature and the origin of evil are explained in term of one unified view.The Other Side is the fire of divine severity,externalized and made independent,where it becomes an entire hierarchical system,a counterworld ruled by Satan.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.
The Mustang was originally designed to use the Allison V-1710 engine, which, in its earlier variants, had limited high-altitude performance. It was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). Production of the P-51B/C began at North American's Inglewood California plant in June 1943 and P-51s started to become available to the 8th and 9th Air Forces in the winter of 1943–1944. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustang's performance at altitudes above 15,000 ft, allowing the aircraft to compete with the Luftwaffe's fighters. Among the almost 4.000 Mustangs of this variant built a quarter was supplied under Lend-Lease to the RAF as the Mustang Mk III. The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed, two-stage-supercharged Merlin 66, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns.
The P-51 offered an excellent performance, but North American kept trying to improve, and developed a number of lightweight versions. The lightweight Mustangs had a new wing design and airfoils designed to give less drag than the previous NAA/NACA 45-100. In addition, the planform was a simple trapezoid, with no leading-edge extension at the root.
In 1943, North American submitted a proposal to redesign the P-51D as model NA-104, from an enquiry by the USAAF as to why British aircraft were lighter than American ones. NAA engineers had examined the various components and equipment fitted to Spitfires, and through thorough inspection of airframes and construction plans NAA found that British load factors were less than American ones, and working to the lower load factors helped the design team reduce structural weight wherever possible. Exploiting the structural potential and lightening or reducing other equipment, the NA-104’s revised design was in total some 1,600 lb (730 kg) lighter than the P-51D. Modifications to save weight and improve performance included a thinner laminar flow wing, streamlining changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes (necessitated by the thinner wings), a different canopy, and an armament of only four 0.5” Brownings, even though the ammunition supply was changed to 400 rounds per gun.
The lightweight NA-104 was powered by the new V-1650-9 engine, a redesigned "slimline" version of the Merlin 100-series. The engine’s design was modified to decrease frontal area to a minimum and was the first Merlin series to use down-draught induction systems. The coolant pump was moved from the bottom of the engine to the starboard side, and the engine featured a two-speed, two-stage supercharger and an S.U. injection carburetor. The V-1650-9 not only delivered an increased constant output of 1,380 hp (1,030 kW), it also featured a water-methanol injection that could temporarily boost the engine’s emergency power to 2,218 hp (1.655 kW). The exhaust arrangement was revised, too, exploiting the engine’s residual thrust to gain even more speed. An “uncuffed” three-blade Aeroproducts propeller unit with deeper blades was fitted, to better cope with the higher power output and the higher blade speeds
.
Unlike later lightweight Mustang versions/prototypes the NA-104‘s ventral radiator fairing remained the same shape and size, just as the main landing gear and its covers, both were, despite improved designs on the prototyoe workbench, retained to promote a quick production introduction. The former V-1650-7’s carburetor chin intake was relocated into the right wing’s root, and the cowling was modified and streamlined. The modified nose section was slightly longer than on previous Mustang versions, and to compensate for a resulting slight center of gravity shift forward the rear fuselage was slightly extended with a plug in the rear fuselage, just front of the tail surfaces, what increased the NA-104’s overall length by ~10 inch. As a side effect the longitudinal stability improved, so that the NA-104 did not require the stabilizing fin fillet that had been introduced on the P-51D and some late production P-51B/Cs, too.
In test flights, the NA-104, with optimized fuel load and a highly polished finish, achieved 491 mph (790 km/h) at 21,000 ft (6,400 m). In September 1944 the NA-104 was accepted by the USAAF as a high-performance interceptor under the designation P-51E. 500 aircraft were ordered, primarily for operations in Europe, specifically for the 8th and 9th Air Force, to protect the Allied airfields in Great Britain and as long-range escort fighters for Allied bomber raids against Germany. An option for 1.000 more was signed, too, to be delivered from August 1945.
The first P-51Es arrived in Great Britain in January 1945. However, large-scale combat between 8th Fighter Command and the Luftwaffe interceptor force had become virtually nonexistent after 28 May 1944 but, in August, contact had been made for the first time with both rocket-propelled and jet-propelled interceptors. While themselves a harbinger of a tactical change by the Luftwaffe, the contacts also indicated that the Germans were husbanding their fighter aircraft for sporadic reaction against Allied bomber attacks.
Operational tasks for the USAAFs P-51Es included the support of bomber attacks against German ground transportation during the Allied counter-offensive in the Ardennes in early 1945, strafing ground targets daily. However, on 14 January, strategic bombing resumed with attacks on oil installations near Berlin, and Mustangs were frequently tasked with protecting B-17s, employing a variation of the escort tactic called the "Zemke Fan", designed to lure in interceptors.
The Luftwaffe’s Jagdverbände, severely depleted, turned to jet interceptions beginning 9 February 1945 in an attempt to stop the onslaught of Allied heavy bombers. The Allies countered by flying combat air patrol missions over German airfields, intercepting Me 262s and Ar 234s as they took off and landed, the moment when these fast aircraft were most vulnerable. The tactic resulted in increasing numbers of jets shot down and controlled the dangerous situation, particularly as the amount of German-controlled territory shrank daily.
Another threat was the V-1 flying bomb attacks that had begun in mid-June 1944. The only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but by that time fewer than 30 Tempests were available, assigned to No. 150 Wing RAF. Early attempts to intercept and destroy V-1s often failed, but improved techniques soon emerged. These included using the airflow over an interceptor's wing to raise one wing of the V-1, by sliding the wingtip to within 6 in (15 cm) of the lower surface of the V-1's wing. If properly executed, this maneuver would tip the V-1's wing up, over-riding the gyro and sending the V-1 into an out-of-control dive. At least sixteen V-1s were destroyed this way, the first by a P-51 piloted by Major R. E. Turner of 356th Fighter Squadron on 18 June 1944. Once available, the USAAF’s P-51Es were frequently assigned to V-1 interception duties over the Channel and the southern coast of England, alleviating RAF units.
However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.
General characteristics:
Crew: 1
Length: 33 ft 3 in (10,15 m)
Wingspan: 37 ft 0 in (11,28 m)
Height: 13 ft 4½ in (4,08 m)
Wing area: 234 sq ft (21,81 m²)
Airfoil: NACA 66(2)-215
Empty weight: 5,792 lb (2.630 kg)
Loaded weight: 7,268 lb (3.300 kg)
Max. take-off weight: 9,559 lb (4.340 kg)
Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)
Powerplant:
1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,
delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,
driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with
a 11 ft 2 in (3.40 m) diameter
Performance:
Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)
Cruise speed: 362 mph (315 kn, 580 km/h)
Stall speed: 100 mph (87 kn, 160 km/h)
Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks
Service ceiling: 41,900 ft (12,800 m)
Rate of climb: 3,200 ft/min (16.3 m/s)
Wing loading: 39 lb/sqft (192 kg/m²)
Power/mass: 0.18 hp/lb (300 W/kg)
Lift-to-drag ratio: 14.6
Recommended Mach limit 0.8
Armament:
4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG
A pair of underwing hardpoints for a pair of drop tanks
or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber
The kit and its assembly:
A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.
For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.
For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).
The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.
Painting and markings:
I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.
To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.
The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.
Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.
The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.
A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D
Stuck in an amazingly tedious meeting? All you need to do is beat out your trusted Hand or Htc and tap out a concept to one of your co-workers across the table: DID YOU SEE THE GAME LAST NIGHT?
Chances are you've observed about such texting technological innovation. But what's this technology's name? Is this technological innovation something that is truly valuable to the financial world? Or is it simply coming us to the past's classrooms—giving us a new way to complete paperwork behind the instructor's again.
What is this technological innovation we're discussing about?
Today, technological innovation is going towards the long run of the wifi web. Mobile cellphone gadgets such as palmtops, handhelds, and mobile phones are becoming all the wrath. Individuals want these gadgets to do everything from accessibility their e-mail records, to implement the Online, to accessibility personal and business details.
One form of assistance that is available is a technological innovation known as SMS (Short Messaging Service). SMS is the technological innovation that allows texts to be obtained and sent over mobile gadgets.
Why use SMS?
SMS is a very cost-effective strategy of interaction. 160 character types take up as much area as a one-second speech call. Email messages are offered instantly (or when the cellphone is converted on). Like e-mail, they can also be evaluated or saved in your cellphone for as long as you wish. SMS messages can also be sent out to enormous categories of individuals with the single click of a option.
SMS also allows for specific texting. This is where SMS can take on a variety of different concept types (including voicemail, e-mail and fax) and allows customers to accessibility them from their mobile cellphone.
Is SMS really that popular?
Yes! Folks deliver each other well over a billion dollars messages monthly. This fact may be challenging to believe if you reside in the U. s. Declares, where SMS assistance is essentially nonexistent.
There are a variety of reasons why the SMS is slowly to take off in the U. s. Declares. The reason is that the U. s. Declares does not use the electronic wifi person interface conventional (GSM—more on this in a moment) that is necessary for SMS to operate. Although GSM is beginning to develop in the U. s. Declares, the change is slowly.
How does a mobile cellphone have enough area to shop information?
Most mobile gadgets can be fixed with SIM (Subscriber Recognition Module) credit charge playing cards. SMS Ship These are nasty credit charge playing cards that, when placed in the again of a mobile cellphone, shop various types of details.
Isn't composing messages on a mobile cellphone (like a phone) difficult?
You might be considering that writing on a small phone papan ketik is challenging, even for nimble little palms. Well, most gadgets contain 'predictive input', a kind of software that allows it to think what you are composing and try to complete the phrase for you. Besides, a lot of people abbreviate their terms anyway. Unless you're not trying to create a novel on your cellphone you should have no problems.
Can my mobile cellphone use SMS?
For a program to implement SMS, it must be SMS-enabled. Also, it must be linked with one of the GSM techniques that assistance SMS. Have a look at with your program provider to figure out whether a program is able to get SMS messages.
What do you mean by 'SMS-enabled'?
SMS-enabled means that only gadgets with SMS technological innovation developed into them will be able to accessibility and implement SMS. Most mobile cellphone makes such as Ericcson, Samsung, and Htc offer SMS-enabled products.
What is GSM? What is a GSM Network?
GSM appears for International Systems for Mobile Communication. SMS you can find on GSM techniques for SMS interaction.
Back in the beginning 80's, analogue cellular phone were increasing in European countries. Each nation began creating it's own program. These techniques were incompatible with everyone else's products and operate. It was not a good scenario. For one, mobile products was restricted to restricted to their nationwide limitations. Thus, marketplaces were restricted for each form of products.
The Folks recognized this beginning on, and developed a team to suggest a new, globally program. This new globally program became GSM. Gradually professional solutions became available in the beginning Nineties and GSM techniques have propagate globally.
GSM is a electronic program, which is what allows SMS functions to are available. Most nations around the world use the GSM standard—the U. s. Declares is one of the few nations around the world to benefit use of CDMA and TDMA expectations over GSM (though there are GSM techniques throughout the US). SMSSHIPCDMA and TDMA allow incredibly restricted SMS functions.
GSM allows for messages to be sent from point-to-point, or in a cell-broadcast strategy (point-to-omnipoint).
So, is GSM to stay the conventional for SMS communication?
Probably not.
The community needs more and more Online functions from their mobile gadgets. And GSM, in all its complexness, is having difficulties maintaining up. GSM was never developed to assistance textual content details, let alone a lot of textual content such that the wifi Online would provide. Using GSM for anything more than SMS would become a slowly and complicated strategy.
With that said, it seems that GPRS (General Supply R / c Service) is being recognized as the new best thing. GPRS would allow the submitting of Online details through mobile gadgets at a broadband.
Experts believe that GPRS will be able to produce details at a rate of up to 100,000 parts per second.
Currently, GSM can produce details at a rate of 9,600 parts per second.
What's point-to-point?
A point-to-point SMS concept is where a person delivers a concept to another client in their assistance. Once their concept is sent, an reputation of bill is offered to the emailer.
What's cell-broadcast mode?
Cellbroadcast strategy, or point-to-omnipoint, SMS messages are those such as visitors up-dates or information up-dates that are sent by solutions to several bought customers within a given mobile phone area.
Where can I find out more details about SMS?
If you've never tried SMS, I desire you to confirm it out. It's an amazingly realistic, trusted, and cost-effective strategy of interaction.
For more details about smsship, check out our site several content and up-dates on the newest improvements with SMS. Also, you should check out for great details about anything and everything taking place within the GSM community today—including SMS and much more.
A wonderfully iridescent Calomyrmex worker in a defensive posture. When threatened, they run around frantically with their gasters raised and often exude a horrible smelling fluid from a gland near their mandibles that deters predators and probably serves to alert (recruit) nestmates.
Two undescribed species (JDM 190 and JDM 751) are known to occur in the Pilbara region along with C. glauerti, but I am unsure which one this is. Pubescence on the gaster is seemingly nonexistent.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.
The Mustang was originally designed to use the Allison V-1710 engine, which, in its earlier variants, had limited high-altitude performance. It was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). Production of the P-51B/C began at North American's Inglewood California plant in June 1943 and P-51s started to become available to the 8th and 9th Air Forces in the winter of 1943–1944. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustang's performance at altitudes above 15,000 ft, allowing the aircraft to compete with the Luftwaffe's fighters. Among the almost 4.000 Mustangs of this variant built a quarter was supplied under Lend-Lease to the RAF as the Mustang Mk III. The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed, two-stage-supercharged Merlin 66, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns.
The P-51 offered an excellent performance, but North American kept trying to improve, and developed a number of lightweight versions. The lightweight Mustangs had a new wing design and airfoils designed to give less drag than the previous NAA/NACA 45-100. In addition, the planform was a simple trapezoid, with no leading-edge extension at the root.
In 1943, North American submitted a proposal to redesign the P-51D as model NA-104, from an enquiry by the USAAF as to why British aircraft were lighter than American ones. NAA engineers had examined the various components and equipment fitted to Spitfires, and through thorough inspection of airframes and construction plans NAA found that British load factors were less than American ones, and working to the lower load factors helped the design team reduce structural weight wherever possible. Exploiting the structural potential and lightening or reducing other equipment, the NA-104’s revised design was in total some 1,600 lb (730 kg) lighter than the P-51D. Modifications to save weight and improve performance included a thinner laminar flow wing, streamlining changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes (necessitated by the thinner wings), a different canopy, and an armament of only four 0.5” Brownings, even though the ammunition supply was changed to 400 rounds per gun.
The lightweight NA-104 was powered by the new V-1650-9 engine, a redesigned "slimline" version of the Merlin 100-series. The engine’s design was modified to decrease frontal area to a minimum and was the first Merlin series to use down-draught induction systems. The coolant pump was moved from the bottom of the engine to the starboard side, and the engine featured a two-speed, two-stage supercharger and an S.U. injection carburetor. The V-1650-9 not only delivered an increased constant output of 1,380 hp (1,030 kW), it also featured a water-methanol injection that could temporarily boost the engine’s emergency power to 2,218 hp (1.655 kW). The exhaust arrangement was revised, too, exploiting the engine’s residual thrust to gain even more speed. An “uncuffed” three-blade Aeroproducts propeller unit with deeper blades was fitted, to better cope with the higher power output and the higher blade speeds
.
Unlike later lightweight Mustang versions/prototypes the NA-104‘s ventral radiator fairing remained the same shape and size, just as the main landing gear and its covers, both were, despite improved designs on the prototyoe workbench, retained to promote a quick production introduction. The former V-1650-7’s carburetor chin intake was relocated into the right wing’s root, and the cowling was modified and streamlined. The modified nose section was slightly longer than on previous Mustang versions, and to compensate for a resulting slight center of gravity shift forward the rear fuselage was slightly extended with a plug in the rear fuselage, just front of the tail surfaces, what increased the NA-104’s overall length by ~10 inch. As a side effect the longitudinal stability improved, so that the NA-104 did not require the stabilizing fin fillet that had been introduced on the P-51D and some late production P-51B/Cs, too.
In test flights, the NA-104, with optimized fuel load and a highly polished finish, achieved 491 mph (790 km/h) at 21,000 ft (6,400 m). In September 1944 the NA-104 was accepted by the USAAF as a high-performance interceptor under the designation P-51E. 500 aircraft were ordered, primarily for operations in Europe, specifically for the 8th and 9th Air Force, to protect the Allied airfields in Great Britain and as long-range escort fighters for Allied bomber raids against Germany. An option for 1.000 more was signed, too, to be delivered from August 1945.
The first P-51Es arrived in Great Britain in January 1945. However, large-scale combat between 8th Fighter Command and the Luftwaffe interceptor force had become virtually nonexistent after 28 May 1944 but, in August, contact had been made for the first time with both rocket-propelled and jet-propelled interceptors. While themselves a harbinger of a tactical change by the Luftwaffe, the contacts also indicated that the Germans were husbanding their fighter aircraft for sporadic reaction against Allied bomber attacks.
Operational tasks for the USAAFs P-51Es included the support of bomber attacks against German ground transportation during the Allied counter-offensive in the Ardennes in early 1945, strafing ground targets daily. However, on 14 January, strategic bombing resumed with attacks on oil installations near Berlin, and Mustangs were frequently tasked with protecting B-17s, employing a variation of the escort tactic called the "Zemke Fan", designed to lure in interceptors.
The Luftwaffe’s Jagdverbände, severely depleted, turned to jet interceptions beginning 9 February 1945 in an attempt to stop the onslaught of Allied heavy bombers. The Allies countered by flying combat air patrol missions over German airfields, intercepting Me 262s and Ar 234s as they took off and landed, the moment when these fast aircraft were most vulnerable. The tactic resulted in increasing numbers of jets shot down and controlled the dangerous situation, particularly as the amount of German-controlled territory shrank daily.
Another threat was the V-1 flying bomb attacks that had begun in mid-June 1944. The only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but by that time fewer than 30 Tempests were available, assigned to No. 150 Wing RAF. Early attempts to intercept and destroy V-1s often failed, but improved techniques soon emerged. These included using the airflow over an interceptor's wing to raise one wing of the V-1, by sliding the wingtip to within 6 in (15 cm) of the lower surface of the V-1's wing. If properly executed, this maneuver would tip the V-1's wing up, over-riding the gyro and sending the V-1 into an out-of-control dive. At least sixteen V-1s were destroyed this way, the first by a P-51 piloted by Major R. E. Turner of 356th Fighter Squadron on 18 June 1944. Once available, the USAAF’s P-51Es were frequently assigned to V-1 interception duties over the Channel and the southern coast of England, alleviating RAF units.
However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.
General characteristics:
Crew: 1
Length: 33 ft 3 in (10,15 m)
Wingspan: 37 ft 0 in (11,28 m)
Height: 13 ft 4½ in (4,08 m)
Wing area: 234 sq ft (21,81 m²)
Airfoil: NACA 66(2)-215
Empty weight: 5,792 lb (2.630 kg)
Loaded weight: 7,268 lb (3.300 kg)
Max. take-off weight: 9,559 lb (4.340 kg)
Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)
Powerplant:
1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,
delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,
driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with
a 11 ft 2 in (3.40 m) diameter
Performance:
Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)
Cruise speed: 362 mph (315 kn, 580 km/h)
Stall speed: 100 mph (87 kn, 160 km/h)
Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks
Service ceiling: 41,900 ft (12,800 m)
Rate of climb: 3,200 ft/min (16.3 m/s)
Wing loading: 39 lb/sqft (192 kg/m²)
Power/mass: 0.18 hp/lb (300 W/kg)
Lift-to-drag ratio: 14.6
Recommended Mach limit 0.8
Armament:
4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG
A pair of underwing hardpoints for a pair of drop tanks
or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber
The kit and its assembly:
A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.
For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.
For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).
The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.
Painting and markings:
I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.
To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.
The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.
Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.
The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.
A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.
The Mustang was originally designed to use the Allison V-1710 engine, which, in its earlier variants, had limited high-altitude performance. It was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). Production of the P-51B/C began at North American's Inglewood California plant in June 1943 and P-51s started to become available to the 8th and 9th Air Forces in the winter of 1943–1944. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustang's performance at altitudes above 15,000 ft, allowing the aircraft to compete with the Luftwaffe's fighters. Among the almost 4.000 Mustangs of this variant built a quarter was supplied under Lend-Lease to the RAF as the Mustang Mk III. The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed, two-stage-supercharged Merlin 66, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns.
The P-51 offered an excellent performance, but North American kept trying to improve, and developed a number of lightweight versions. The lightweight Mustangs had a new wing design and airfoils designed to give less drag than the previous NAA/NACA 45-100. In addition, the planform was a simple trapezoid, with no leading-edge extension at the root.
In 1943, North American submitted a proposal to redesign the P-51D as model NA-104, from an enquiry by the USAAF as to why British aircraft were lighter than American ones. NAA engineers had examined the various components and equipment fitted to Spitfires, and through thorough inspection of airframes and construction plans NAA found that British load factors were less than American ones, and working to the lower load factors helped the design team reduce structural weight wherever possible. Exploiting the structural potential and lightening or reducing other equipment, the NA-104’s revised design was in total some 1,600 lb (730 kg) lighter than the P-51D. Modifications to save weight and improve performance included a thinner laminar flow wing, streamlining changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes (necessitated by the thinner wings), a different canopy, and an armament of only four 0.5” Brownings, even though the ammunition supply was changed to 400 rounds per gun.
The lightweight NA-104 was powered by the new V-1650-9 engine, a redesigned "slimline" version of the Merlin 100-series. The engine’s design was modified to decrease frontal area to a minimum and was the first Merlin series to use down-draught induction systems. The coolant pump was moved from the bottom of the engine to the starboard side, and the engine featured a two-speed, two-stage supercharger and an S.U. injection carburetor. The V-1650-9 not only delivered an increased constant output of 1,380 hp (1,030 kW), it also featured a water-methanol injection that could temporarily boost the engine’s emergency power to 2,218 hp (1.655 kW). The exhaust arrangement was revised, too, exploiting the engine’s residual thrust to gain even more speed. An “uncuffed” three-blade Aeroproducts propeller unit with deeper blades was fitted, to better cope with the higher power output and the higher blade speeds
.
Unlike later lightweight Mustang versions/prototypes the NA-104‘s ventral radiator fairing remained the same shape and size, just as the main landing gear and its covers, both were, despite improved designs on the prototyoe workbench, retained to promote a quick production introduction. The former V-1650-7’s carburetor chin intake was relocated into the right wing’s root, and the cowling was modified and streamlined. The modified nose section was slightly longer than on previous Mustang versions, and to compensate for a resulting slight center of gravity shift forward the rear fuselage was slightly extended with a plug in the rear fuselage, just front of the tail surfaces, what increased the NA-104’s overall length by ~10 inch. As a side effect the longitudinal stability improved, so that the NA-104 did not require the stabilizing fin fillet that had been introduced on the P-51D and some late production P-51B/Cs, too.
In test flights, the NA-104, with optimized fuel load and a highly polished finish, achieved 491 mph (790 km/h) at 21,000 ft (6,400 m). In September 1944 the NA-104 was accepted by the USAAF as a high-performance interceptor under the designation P-51E. 500 aircraft were ordered, primarily for operations in Europe, specifically for the 8th and 9th Air Force, to protect the Allied airfields in Great Britain and as long-range escort fighters for Allied bomber raids against Germany. An option for 1.000 more was signed, too, to be delivered from August 1945.
The first P-51Es arrived in Great Britain in January 1945. However, large-scale combat between 8th Fighter Command and the Luftwaffe interceptor force had become virtually nonexistent after 28 May 1944 but, in August, contact had been made for the first time with both rocket-propelled and jet-propelled interceptors. While themselves a harbinger of a tactical change by the Luftwaffe, the contacts also indicated that the Germans were husbanding their fighter aircraft for sporadic reaction against Allied bomber attacks.
Operational tasks for the USAAFs P-51Es included the support of bomber attacks against German ground transportation during the Allied counter-offensive in the Ardennes in early 1945, strafing ground targets daily. However, on 14 January, strategic bombing resumed with attacks on oil installations near Berlin, and Mustangs were frequently tasked with protecting B-17s, employing a variation of the escort tactic called the "Zemke Fan", designed to lure in interceptors.
The Luftwaffe’s Jagdverbände, severely depleted, turned to jet interceptions beginning 9 February 1945 in an attempt to stop the onslaught of Allied heavy bombers. The Allies countered by flying combat air patrol missions over German airfields, intercepting Me 262s and Ar 234s as they took off and landed, the moment when these fast aircraft were most vulnerable. The tactic resulted in increasing numbers of jets shot down and controlled the dangerous situation, particularly as the amount of German-controlled territory shrank daily.
Another threat was the V-1 flying bomb attacks that had begun in mid-June 1944. The only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but by that time fewer than 30 Tempests were available, assigned to No. 150 Wing RAF. Early attempts to intercept and destroy V-1s often failed, but improved techniques soon emerged. These included using the airflow over an interceptor's wing to raise one wing of the V-1, by sliding the wingtip to within 6 in (15 cm) of the lower surface of the V-1's wing. If properly executed, this maneuver would tip the V-1's wing up, over-riding the gyro and sending the V-1 into an out-of-control dive. At least sixteen V-1s were destroyed this way, the first by a P-51 piloted by Major R. E. Turner of 356th Fighter Squadron on 18 June 1944. Once available, the USAAF’s P-51Es were frequently assigned to V-1 interception duties over the Channel and the southern coast of England, alleviating RAF units.
However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.
General characteristics:
Crew: 1
Length: 33 ft 3 in (10,15 m)
Wingspan: 37 ft 0 in (11,28 m)
Height: 13 ft 4½ in (4,08 m)
Wing area: 234 sq ft (21,81 m²)
Airfoil: NACA 66(2)-215
Empty weight: 5,792 lb (2.630 kg)
Loaded weight: 7,268 lb (3.300 kg)
Max. take-off weight: 9,559 lb (4.340 kg)
Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)
Powerplant:
1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,
delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,
driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with
a 11 ft 2 in (3.40 m) diameter
Performance:
Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)
Cruise speed: 362 mph (315 kn, 580 km/h)
Stall speed: 100 mph (87 kn, 160 km/h)
Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks
Service ceiling: 41,900 ft (12,800 m)
Rate of climb: 3,200 ft/min (16.3 m/s)
Wing loading: 39 lb/sqft (192 kg/m²)
Power/mass: 0.18 hp/lb (300 W/kg)
Lift-to-drag ratio: 14.6
Recommended Mach limit 0.8
Armament:
4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG
A pair of underwing hardpoints for a pair of drop tanks
or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber
The kit and its assembly:
A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.
For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.
For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).
The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.
Painting and markings:
I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.
To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.
The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.
Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.
The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.
A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D
All the pieces that made up this completely faked photo were taken on 8/8/2008. It's the nonexistent intersection of 8th Ave. and 8th St. and the nonexistent 8 train going to 888th St.
Originally built between 1793 and 1797 during the Second Spanish Period, this Spanish Colonial and Neoclassical-style cathedral is the fourth church to occupy a prominent position at the heart of the city of St. Augustine. The original church, built of flammable materials, stood from 1565 until 1586, when it was burned during an attack by English Privateer Sir Francis Drake. Not even a year later, the church was rebuilt of palm logs, with a straw roof, which succumbed to fire in 1599. In 1605, thanks to a tithe from Spain, a timber church was constructed, which stood until a failed English attack on the city in 1702 by James Moore, then-governor of Carolina colony. There were attempts to rebuild the church during the First Spanish Period, starting in 1707, but these went nowhere, and the money intended for the church’s reconstruction were misallocated by corrupt officials. Instead, during the remainder of the First Spanish Period, mass was held in the St. Augustine Hospital. Following the transfer of governance of Florida to the British in 1763, the need for a new Catholic church was nonexistent, as the catholic population of the colony fled to other Spanish colonies. At the start of the Second Spanish Period in 1784, the need for a new church became more apparent, and work on the current cathedral’s Coquina stone walls began in 1793. The facade of the church features Neoclassical elements around the front doorway, with the Spanish Colonial style being employed on the roofline and limited fenestration on the front facade. The church stood in its original configuration until a fire in 1887 destroyed the timber roof structure and did major damage to the interior. Following the fire, Henry Flagler led the effort to have the cathedral rebuilt, with James Renwick, Jr. designing an expansion of the old building, giving it a rectangular cruciform layout, and adding the Spanish Renaissance-style bell tower and European-style transept to the building. The interior was rebuilt to feature exposed decorative timbers that supported the roof structure, and a decorative polychromatic tile floor. The building has since received a few more additions, which house a chapel, service areas, and offices, as well as a building to the rear of the cathedral along Treasury Street, built in the Mediterranean Revival style, which houses the offices of the Diocese of St. Augustine. Today, the cathedral remains a prominent landmark in the city, and was listed on the National Register of Historic Places and listed as a National Historic Landmark as part of the St. Augustine Town Plan Historic District in 1970.